Motor arrangement for vehicles of all kinds.



T. REUTER MOTOR ARRANGEMENT FOR VEHIOLES or ALL KINDS.

APPLICATION FILED AUG. 31, 1910.

Patented Dec.3,1912.

a Wi WITNESSES Z a MW mea er;

UNITED STATES ATEn rfforFicn crnnonon 'a nngrss, {or wrnrnarrrnitf. swI'rZEJRILAND. a

'To all whom it may Be it known that THEODOR REUTER,

"engineer, a 1 citizen. of the Swiss Republic, residingat' 245'Obers Nielandstrasse, \Vin-" terthur,jjSwitzerla-nd, inventedcertain. new ja ledlissful Improvements in Motor. Arrangements for'iVeh'icles of All Kinds;-

and I do hereby declare the following to be 4 a full, clear, and exactfdescriptionfof"the invention, such as will enable others skilled-v in the art to which" it and'use the same." a i y i This invention relates to a motor arrange mentfor all kinds of vehicles (locomotives road vehicles, airships or marine-vessels) having two motors or engines, one of which Works independently of thegdrivi-ng axles,

appertainslto make :as an auxiliary motorfand is used for supplying compressed air to. the main driving.

engine, which. is an internal combustion engine and is coupled to the drivmg axles,

panying drawing, applied to a locomotive.

A is atwo-cyele internal combustion ensgine 'coupled' direct tothe driving axles B, and D i's'asecond internal combustion en- 'gine Working independently of the driving 'axles'and connected to a compressor C which supplies the required compressed air 'tofthe engine; Fiiel is supplied from 'the tank "00 to the latter engine by any suitable means h as valve it operated by theicjam f a d stanceQ'by making'it drivea separate shaft which is connected to the driv ngaxles. In-' stead of one driving' ngine or of on'e'a'uxllcontrolled from the operators platform'by' means -i-of the control lever 1 '2 through the intermediary of the bellfcrank levers A pipe leads from the com p'ressor C to the mixingchamber of the engine A, and to .store up any excess of compressed air, .a 40

reservoir G may be connected to the pipe 6. The driving enginecan of course be cou} pled to the driving axles 1ILd1ICtly,' for'mv' several may be used:-

iary engine 4 i the air inlet valve On-the driving engine,

6' is controlled in'the Well known manner to drive the enginforward or'backward by a valve gear the drivers platform by meansof a lever g. The change'infth'e 'r supply to the engine is effected byf'm ans of a valve l1, which"i's} also regulated oin the drners platformhy means of 'leverga- On the air compressing apparatus C are l air and acting .on theregulating 'va )2 A construction according to th s invent-Ion is diagrammatically ill'ustratedin the aceonilimitof the auxiliary"engine. lvitflii that;

'gine is fully open, regulation" I 'enginey-"and' consequently the number of f andrevers'e isefiected from p Specification of letters iatent. n Pafented Dec, 3, 1911 2, Application filed August 31; 1910; Serial no. 579,929,

mounted the inlet ports Z5 lets Z'; the auxiliary engine D having inlet ports m and the outletsn; Ag'governori 0 controls theipjosition of thevalves p and g t 6,0 wh1ch regulate the admlsslon of an to the compressor and auxiliary engine. The com pressed escaping into the compressed air plpef'e opens'avalve r as soon as thepre'ssure of thejair reachesa certain value; A 5

-piston#inoves-underthe influence of the cbinpressdair and p'by' means of. suitable transmission gearac'tuates I a regulating valve o 'ithu's controlling the amoun't of air admittedv tofthe compressor .ji'ndependently of the main regulatingvalve 7). If, owing to the decrease 'of'the consumption of air by the drivingierig'ih, the pressure of the compressed air exceeds 'a predetermined maximum value, thvalve r is openedandtlie piston t in being operated'by the cgmpi 6&1

tends to close the air inlet. The vajllve g' e mains closed until the maximuiir reseure is reached, the" regulating valve 42 being fully open vand admissionfof air being controlled only by 'the main regulating valvesp and'ql :lhetwo-regulating valves-"7'2 and "g aet'in opposition to each otherjas ind-icated in the drawing, so that when air is admitted "to the inlet ports 7% of the auxiliary engine, the

' passages to the inlet ports 1.1 015 the air '0 my pressonare closed; 'Atfltl'ie same time 11 ,3 arrangement is such that when. the; regular-i ing valve gfis closed,the valve fldoes notfyet' 9. influence the inlet ports in, and conversely',

when the regulating valve p is, c1bs c1;;th valve 4 does not 'yet influence the inlet ports m. f The governor 0 has no tendencyto become operative within the normal speed: zphefror" revolutions of the auxiliary engine begins to sin'lr, While conversely, when 'the" pressure of the con'lpressed air in the pipes e (le-' Q creases, the effective power absorbed by the compressor is greater than that correspondin; to the effective compressor work, and

consequently the number of revolutions of the a xiliary engine will increase. This inthe maximum number of revolutions is ex- I seeded, or sinks below a minimum does the will therefore at once produce governor 0 begin to affect the position of the regulating valves 9 and g. If it is assumed that the vehicle is traveling over a long downward slope, then, owing to the arrangement of the main engine, the consumption of compressed air per unit of time will sink to zero, consequently during further supply by the aircompressor, the pressure of the compressed air in the pipe e will rise to the maximum value determined by the adjustment of the valve r. l Vith the-increase in 'the pressure of the compressed air a corresponding decrease in, the number of revolutions of the auxiliary engine first of all takes place. The governor o shifts the regulating valve 37 for the air inlet, so that the effective air supply per revolution willbecome smaller, while the effective compressor work will remain the same. The decreasing air supply, while the work of the auxiliary engine remains the same, entails a corresponding increase in the pressure of the compressed air, the maximum value of which is to be limited by the action of the valve 1*.

Gn the valve 7' being opened, the air inlet 0 for the air compressor is closed, the'compressor work will therefore cease doing work (i. 6. runs idle) which results in an increase in the number of revolutions of the aum'liary engine beyond the predetermined maximum. As soon as this maximum number of revolutions is exceeded, the governor 0 will again move the regulating valves p and 9, butin the opposite direction. The valve 72 remains inoperative as the valve o is still closed, but the valve 9 throttles the I inlet for the auxiliary engine so that the'latter has only sufficient power to run\idle This happensiwh n the vehicleris stationary. If, on the; contrary, it is-assumed that the car is driven fronirest on the level orsupaii incline, the increasing compressed air. cbnli.

sumption will rapidly cau'se'the pressure igf air to fall. The valve '1" will be closd thet piston it returns to itsoriginal position and thus opens the regulating valve '0 to its full extent. The auxiliary engine when running idle worked at a maximum number of revolutions, that is to say, with the regulating valve 7 fully open, and the regulating valve 9 nearly closed, the air compressing device the maximum eficctive air supply; the work of the compressor will first produce the full opening of the valve 9 thus decreasing the number of revolutions'and witlr'the open regulating valves p go will adjust the number of revolutions corresponding to the compressed air pressure in the pipe 0, in accordance with the consumption of air by the driving engine.

The characteristic feature of the regulation according to this invention is therefore that the normal fluctuations in the compressed air supply can be taken up without operating the main regulating valves to affeet the number of revolutions; that the pressed air pressure, while the eliective work of the auxiliary engine remains the same; further, that the passage from one method of working to the other takes place in the most varied conditions of air supply and air consumption without necessitating the manual operation of any valve gear for the auxiliary engine and the air compressor.

lVhat, I claim is:

1. The combinationof a main engine, an auxiliary engine, an air compressor operated by the latter and connected to the former, and regulating mechanism which controls the supply of air to the compressor in accordance with'the pressure of air fed to the main engine, and which varies the air supply to the compressor and auxiliary engine in accordance with the speed of the latter.

The combination of a main engine, an auxiliary engine, an air Compressor driven by the auxiliary engine and connected with the main engine to feed the same, a pressure responsive regulating device to control automatically the supply of air to the compressor, and a speed responsive regulating device to control the supply of airto the compressor and regulate the spoedof the auxiliary engine.

3. The combination of a main engine, an auxiliary engine, an air compressor driven by the auxiliary engine and connected with the main engine to supply the same with air, a pressure responsive regulating device to control automatically the supply of air to the compressor, and a speed responsive regulating device to control the supply of air to both the compressor and auxiliary engine in consonance with the speed of the latter.

4. The combination of amain driving engine, an auxiliary engine, an air compressor .driven by the-latter and connected to the vformer to supply it with air, and regulating mechanism which decreases the air supply to the compressor when the speed of the auxiliary engine decreases beyond a certain limit, cuts off saidsupply entirely as a predetermined pressure limit is reachcd in the supply to the main engine, and throttles the auxiliary engine when the same runs idle.

5. The combinationo f a main driving engine, an auxiliary engine, an air compressor driven by the latter and connected to the former to supply it with air, a regulating compressor work changes with the com-- device responsive to the speedef the auxil iary engine, which-decreases the air supply to the compressor when said engine attains -a certain speed, and'throttles saidauxiliary 1 0 6. The combination of a main driving ena gine, an auxiliary engine, an air compressor drivenby the latter and connected to the. 1 former'to supply it with air, a pressure re-. ,sponsive regulating device to permit a full and abnormal low pressures of the air supplyt-o the main engine, and a speed Irespon 'sive regulating device connection with the auxiliary engine, which-acts in con unctionwith said first-named regulating device and increases the .air s'upplyto the auxiliary en-i gine as the loadlon thesaineiincreases,

-Z. The combinationfofa main:- driving engine, an auxiliary engine, an'aircompresso'r.

and a governor-operated by the auxiliary engine and operative to throttle the air: supply to the compressor and; the air supply to said auxiliary engine. v 8. The combinationof a driving engine,

' r an auxiliary engine, an air compressor" oper-' ated. by "the latter and connected with the automatically controlled by theairpressure intermediate said compressor and driving .engine,- jt o control .the. admission of air to the compresson'and a governor operated.- by the auxil iary engine andcoactingwith- 'said controlling -:means to regulate the relative amounts of air. fed to the auxiliary engine nd;the: compressor respectiv l h difv; ferentcondjtidn' a a A 7 Thezcombination of amaui'engme,

a xiliary engine, an aircompre'ssor-oper- Y and' controlling .the air supply. to the latter, a governor operated by thefauxiliary engine, and a second valve to control-the air supply to said compressor, acting in conjunction with said-first valve andcontrolled by said governor. 1

airsupp'ly to the compressor under normal t janauxihary internal combustion engine, an

: iary engine, anda governor operated by the auxiliary engine and connected with said driven by Ethe latter and connected with the. scribed. "driving engine to supply the same wlth air,

H by the latter and; connectediiwith the iii'er,-avalve responsive to pressureinter- Qmediatei the main engine-and compressor, a

10. The combination of a main engine, an 55 auxiliary engine, an air compressor operated by the latter andconnected with the former, a valve responsive to pressure intermediate the main engine and compressor,

and controlling the air supply to the latter, '60 a governor operated by the aum'liary engine, a second valve to control the air supply to said compressor, acting in conjunction with said first valve and controlled byfsaid gov ernor, and an air supply valve forv the auxiliary engine, also controlled by said governor.

'- '11. In power installations for vehicles and the like, a main internal combustion engine,

ail compressor operated by the auxiliary engine and connected with said main engine {,tosupply the same with air, a valve to control' air. admission to said compressor, a

valve to control air'admission to said auxiling air inlets,a compressor operated by said auxiliary engine and having air inlets, said compressor'being" connected to the main engine to, supply the'same with air, and'automatic regulating mechanism which adjusts the air inlets. of the-auxiliary engine when a predetermined speed is exceeded and ad juststhe -air. inlets of: the compressor when the speed d'ecreasesjbe'yond a predetermined lower limit. 1 In testimony whereof I haveaflixed my signature, in presence of twowitnesses.

THEODOR REUTER.

Witnesses:

WIIHIBLM BAOHMANN, Aneus'r 

